Safety-signal and train-controller.



C. H. HARRIS.'l SAFETY SIGNAL AND TRAIN CONTROLLER.

APPLICATION FILED APR. I4, I9I3. 1,232,538, Patented Ju1y10,1917

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Patented July 10, 1917.

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SAFETY SIGNAL AND TRAIN CONTROLLER.

APPLICATION FILED APR. I4. I9I3.

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SAFETY SIGNAL AND TRAIN CONTROLLER.

APPLICATION FILED APR. I4, ISIS. 1,232,538., Patented July 10, 1917.

3 SHEETS-SHEET 3 mm ws D .d 7 m I 7; f m 7 7 /l//l 5 Udo 5 l/ JI f fw @J I W/TNESSES: Z M' CHARLES I-I. HARRIS, OF JUNIATA, PENNSYLVANIA.

SAFETY-SIGNAL AND TRAIN-CONTROLLER.

Application led April 14, 1913.

To all 'whom t may concern:

Be it known that I, CHARLES H. HARRIS, a citizen of the United States, residing at Juniata, in the county of Blair and State of Pennsylvania, have invented certain new and useful Improvements in Safety-Signals and Train-Controllers, of which the follow ing is a specification.

The present invention relates to railway signals and more particularly to a safety signal and train stopping device whereby a locomotive and its train of cars may be'prevented from passing caution and danger signals when such signals are set at the caution and danger positions respectively, thus eliminating the danger incident to the disregard of such signals by the engineer.

A further object of the invention is to provide a device ofthis character which embodies novel features of construction whereby the engineer and fireman are both given adequate warning when their train is passing a distant signal, so that they may be in readiness to stop the train upon their approach to a red or danger signal at the home block station. The invention also contemplates the provision of means whereby if through inadvertence both the engineer and the fireman disregard the distant signal, they are again warned of their approach to the home signal and thereby given another op]; ortunity to obtain control of their train before coming to the home signal.

A still further object of the invention is to provide means whereby those accidents which are due to side collisions, such as arise when one train leaves the track and another train passing on the adjacent track-collides therewith, are eliminated by automatically stopping the approaching train while yet in the safety zone.

With these and many other objects in view which will be more readily'apparent as the nature of the invention is better understood, the same consists of the novel construction, combination, and arrangement of parts as will be hereinafter fully pointed out, illustrated and claimed.

The essential features of the invention involved in carrying out the objects above set forth are susceptible to a wide range of structural modication without departing from the spirit or scope of the invention, but a preferred and practical embodiment there- Specification of Letters Patent.

Patented July 1o, 1917.

Serial No. 761,079.

of is shown in the accompanying drawings, in which Figure 1 is a skeleton view of the rear end of a locomotive, showing the invention in part applied thereto.

Fig. 2 is a rear end view of the locomotive shown by Fig. l, bringing out more clearly the location of the mechanism thereon.

Fig. 3 is a plan view of the mechanism carried by the rear end of the locomotive.

Fig. 4 is an enlarged plan view of the engineers control valve, showing the connec tion between the valve handle and the operating shaft and also indicating the dierent positions of the valve handle.

Fig. 5 is a transverse sectional view through the track, showing the semaphore at one side ofthe track in side elevation and also showing an operative connection between the semaphore and the track dog, the view also showing an electro-pneumatic air valve cylinder for operating the track dogs, the said electro-pneumatic air valve cylinder being controlled by the semaphore.

Fig. 6 is a side elevation of one of the side air valves, portions being broken away and shown in section.

Fig. 7 is an end view of the same.

Referring to the drawing, the character A designates diagrammatically a conventional form of locomotive, and B the track upon which the locomotive is adapted to travel. The engineers brake valve C may be of the usual construction and is mounted in the engine cab, a handle 1 being provided for operating the same. As indicated by Fig. 4;, which is an enlarged top plan view of the engineers brake valve, the handle l can be moved into the required positions7 either a running position, a service stop position, or an emergency position.

Specifically describing the mechanism which is mounted upon the rear end of the locomotive, the numerals 2 designate a pair of shaft hangers which are applied to the rear driving boxes on opposite sides of the locomotive in'such a manner as not to interfere with the axle, ash pan, driving box shoes or wedges. These shaft hangers 2 are substantially U-shaped in construction and are adjustably secured to the rear driving boxes byl suitable fastening members 3, the said shaft hangers being adapted to be vertically adjusted so as to hold the trigger shaft 4 at a certain clearance above the track. This triggershaft 4 is transversely disposed and is journaled in suitable bearings provided in the shaft hangers 2. Pendent from the trigger shaft 4 are the two outermost shaft triggers 5, the two intermediate shaft triggers 6, and the middle trigger 7 The trigger' 7 is rigid with the shaft 4, while the shaft triggers 5 and 6 are loose upon the said shaft and are maintained against longitudinal movement thereon by set collars 8. The two outermost shaft triggers 5 are provided with the upwardly eX- tending arms 5, and in a similar manner the two intermediate shaft triggers (3 are provided with the upwardly extending arms 6a.

A countershaft 9 is also journaled upon theV shaft hangers 2, the said countershaft being arranged. to the rear ofthe trigger shaft 4 and at a slightly higher elevation than the same. A pair of arms 10 project downwardly from opposite ends of the countershaft 9 and are connected by the links 11 to the upwardly projecting eXtensions 5fl of the outermostshaft triggers 5.

`One end of the counter-shaft 9 -is provided with an upwardly projecting crank arm 12 which is connected by av link or rod 13 to the lower end of a. valve lever 14, the said lever 14 normally assuming a substantially verticalposition and being secured at the middle portion thereof to the stem 15 of a valve 16.

An air supply pipe 17 leads from the main reservoir 18 tothe valve 16, while a pipe 19 leads from the valve 1G to a warning whistle 20. The two outermost shaft triggers 5 are to be known as green and distant or advance warning triggers, and when moved in either a forward or a backward direction by striking against a suitable track dog they will produce a rotation of the countershaft 9 and operate through the link 13 to swing the valve lever. 14V and open the valve 1G so to admit air to the warning whistle 20 and sound the same. j

Manually operated means is provided for returning the parts to normal. position after the valve 1G has been opened. to sound the warning whistle 20, and for this purpose a resettinglever 21 is arranged in a convenient position at the top of the cab. The upper end of the resetting lever is connected by a horizontal link 22 td fa bell crank 23, the said bellcrank being connected by a vertical link 24 to a lower bell crank 25. A link 26 connects the bell crank 25 to another bell crank 27 which is in turn connected by a link 23 to a double crank shaft 29. This double crank shaft 29 is connected by a link 30 to the upper end of thelvalve operating lever 14. ,It will thus be obvious thatI by moving the resetting lever 21 the valve operating' lever 14 may be turned to close the valve 16 and swing the advance waruing triggers back into their original position.

The two intermediate shaft triggers G are to be known as the engineer-s brake valve triggers, the upwardly projecting eX- tension 6 of one of the triggers being connected by a link 31 to a crank arm 32 at the lower end of the valve operating shaft 33. This crank arm 32 is also connected by a link 34 to one end of a horizontally disposed lever 35 which is pivotally mounted between its ends at 36. The opposite end of this horizontal lever 35 is connected by the link 37 to the upwardly projecting extension 6a of the other shaft trigger 6.

The valve operating shaft 33 is vertically disposed and mounted within protective casing 38, the upper end of the shaft. being provided with a lateral arm 39 which is connected by a link 40 to the handle 1 of the engineers brake valve C. It will thus be obvious that when either of the triggers G engage a track dog and are moved either forward or. backward, the crank arm 32 at the lower end of the valve operatingshaft 33 will be swung so as to rotate the shaft 33 and move the handle 1 of the engineer-s brake valve. The handle of the engineer-s brake valve C is thus moved from a running position to a service stop position, causing anapplication of the air brakes on the locomotive or electric train before it becomes necessary to bring about an emergency application of the air brakes.

As previously mentioned, the middle trigger 7 is rigid with the shaft 4 and is to be known `as the red signal trigger. One end of the trigger shaft 4 is provided with `an upwardly projecting arm 41, said arm being connected by the link 42 to the lower end` of an upright valve lever 43 which is similar to the valve lever 14 and is applied to a valve 44 which is similar to the before mentioned valve 16, although mounted upon the opposite side of the cab. A branch pipe 45 leads from the trainl pipe 46 to the valve 44, and when the said valve 44 is opened by a backward or forward movement of the middle trigger 7 producedby engagement ofv the same with a track dog, the branch pipe 45 is placed in communication lwith the atmosphere so as to bring about an emergency application of the air brakes and cause the locomotive or train to stop in a short distance.

A second resetting lever 21 is located upon the opposite side ofthe cab for closing the valve 44 and bringing the red signal trigger 7 .back to normal position, the meehanical connections between the said lever 21 and the valve lever r43 being identical with that Figs. 6 and 7 of the drawing are detail views showing the specific construction of the air valve 44. This air valve includes a easing 47 which is provided with the integral wings 48 by means of which it can be readily mounted in position. One end of the casing 47 is formed with an axial bore to receive the valve stem 49, while the opposite end of the valve casing 47 is interiorly threaded to receive a removable plug 50. A valve disk 51 is rigid with the inner end of the valve stem 49 and is held tightly against the end of the valve casing by means of a coil spring 52, the said coil spring being interposed between the valve disk 51 and the removable plug 50 and surrounding an extension 53 of the valve stem which projects from the inner face of the valve disk and has the extremity thereof loosely seated Within an axial recess or socket 54 formed in the plug 50. The valve disk 51 is formed with one or more openings 51CL which are adapted to be turned into and out of registry with corresponding openings 55 formed in the end of the valve easing. rllhe extremity of the valve stem 49 is shown as having an angular formation so that the valve lever 43 can be readily applied thereto. The corresponding valve 16 which is located upon the opposite side of the cab is identical in construction with this valve 44, with the exception that instead of establishing communication with the outer atmosphere when the valve is opened, the valve 16 opens into an air pipe 19 which leads to the warning whistle 20.

Referring to Fig. 5 which shows a set of the track dogs and a mechanical connection between the track dogs and the semaphore, the numeral 56 designates the pole or standard upon which the conventional form of semaphore 57 may be mounted. This semaphore 57 is connected by a rod 58 to a bell crank lever 59 arranged at the base of the pole 56, the said bell crank lever 59 being also connected to the reach rod 60 which has an operative connection with the usual mechanical levei` in the tower, thereby enabling the signal arm or semaphore 57 to be manipulated from the tower in the usual manner. A. pair of track dogs 61 are mounted between the track rails and arranged for engagement with the advance warning triggers 5 of the locomotive. These track dogs 61 are pivoted at 62 so as to be readily swung downwardly into inoperative positions, as indicated by dotted lines, when there is a clear track and it is not necessary tolgive warning to the engineer. Arms 63 extend downwardly from the track dogs 61 and are connected to a horizontally disposed operating rod 64 which extends beyond one side of the track and is connected to one arm of a bell crank lever 65 mounted upon the base of the pole 56. rlhe other arm of this bell crank lever 65 is connected to a link 66 which extends upwardly along one side of the pole 56 and is connected to one end of a short lever 67, the said lever being pivotally mounted between its ends upon the pole 56 and having the opposite end thereof pivotally connected to the semaphore operating link 58. It will thus be obvious that when the signal arm or semaphore 57 is in a red or danger position, as indicated by full lines upon Fig. 5, the track dogs 61 will be swung upwardly into an operative position, while should the signal arm 57 be raised, the track dogs 61 will be swung downwardly into an inoperative position.

The track dogs 68 which are mounted for engagement with the engineers brake valve triggers 6 of the locomotive would be connected to a valve shown in Fig. 6, as would also the track dog 69 which is arranged for engagement with the red signal trigger 7 of the locomotive. This track dog 69 should be not less than ten rail lengths or about three hundred feet back of the home signal so as to stop the train before it runs past the red signal. rIhe track dogs 61 should be not less than forty rail lengths` or about twelve hundred feet back of the track dog 69, while the track dogs 68 should be not less than twenty rail lengths or about six hundred feet back of the track dog 69, and goes to an upward position with the track dog 69, thereby causing the various triggers of the locomotive to be operated in proper succession. If desired, one of the track dogs 61 may be arranged slightly in advance of the other track dog 61, and one of the track dogs 68 arranged slightly in advance of the other track dog 68.

In the operation of the device, it will be obvious that when there is not a clear track ahead, the various track dogs will be automatically swung upwardly into operative position by the usual manipulation of the signal arms or semaphores from the tower. The advance warning triggers 5 of the locomotive will first engage the track dogs 61 and thereby cause the warning whistle 20 to be sounded. The engineer would then reset the triggers 5 by manipulating the resetting lever 21 and should the locomotive not be checked, the engineers brake valve triggers 6 would .next be operated by engagement with the track dogs 68, thereby moving the handle 1 of the engineers brake valve from a free running position to a service stop position.

A continued movement of the locomotive would then cause the red signal trigger 7 to be operated by engagement with the track dog 69, thereby opening the valve 44 and bringing about an emergency application of the air brakes.

Sometimes it is necessary to cross a locomotive engine er train from one track to another track in eitherV `direction after a distant signal has been given to a train running` in the same direction but making a delayed run, and to do this with safety the home signal is thrown to normal or danger position, thus causing the track dogs G9 and (3S to be thrown also in normal position, and in such a case a track dog Gl should be used as an advance warning of a red home signal. The track dog Gl should be not less than forty rail lengths or about twelve hundred feet back of the track dog 69 and track dog (5S should be not less than twenty rail lengths or about six lmndred feet back ol' track dog 69. The locomotive after passing a distant signal properly displaced and expecting to find a clear home track, but instead of coming in contact with track dog Gl between distant and home signal and receiving their warning of a red home signal, the engineer can then apply the automatic air brakes so as to check the speed of the locomotive before it comes into contact with the track dog G8 which causes, if struck by the shaft trigger (3, a service stopapplication of the air brakes.

Having thus described the iiiventioii,what Vl claim as new and desire to secure by Letters Patent, is zd l. A device of the character described including a pair of triggers on the locomotive, avalve operating shaft provided with a crank arm, a lever pivoted between its ends, a link connecting' one end of the lever to one of the triggers, link connections between the crank arm of the valve operatingshaft and the other trigger andy the opposite end of the lever, an operative connection between the shaft and the engineers brake valve, means for selectively operating the triggers.

2. A device of the character described in lading shaft hangers applied to the locomotive, a trigger shaft journaled upon the hangers and provided with a crank arm, a plurality of triggers respectively loose and. rigid on the shaft, means, controlled by the loose triggers, for causing a service application of the brakes, a branch pipe leading from the train line pipe, a, valve for the branch pipe, an operative connection between the valve and the crank arm vof the trigger shaft for opening the valve to cause an emergency application of the air brakes, `means for selectively operating the triggers.

55. ln a device of the character described, the combination with the engineers brake valve, of an emergency air valve, a series of triggers carried by the locomotive, a. valverontrolhnl alarm mechanism having an operative connection with certain of the triggers, an operative connection between others of the triggers and the engineer-s brake valve, and means operated by another of said triggers for opening said emergency air valve to cause an emergency application ofthe air brakes, means ,for selectively operating the triggers.

-l-. In a device of the character described, the combination Awith the engineers brake valve, of an alarm mechanism, a valve for controlling the alarm mechanism, shaft hangers carried by the locomotive, a trigger shaft journaled in said hangers, a plurality of triggers on said shaft, an operative connection between certain of said triggers and the valve for the alarm mechanism, a valve' operating shaft having an operative connection with the engineers brake valve, an. operative connection between the said shaft and others of the triggers, a branch pipe leading from the train line pipe, a valve for the branch pipe, an operative connection between the said valve and another of the triggers for opening said Alatter valve to cause an emerO'enc aonlication of the air brakes, means for selectively` operating the triggers.

ln a device of the character, described, the con'ibination with the engineers brake valve, of an emergency air valve, a warning whistle, a valve for said whistle, `a brackety supported on the locomotive, a shaft mounted in said bracket, a plurality of trigger elements arranged on said shaft, the outermost of said trigger elements being loose on said. shaft, and operatively connected with said valve for operati ng said 'warning wliistlc, and theiuljacent trigger .elements being also loosely mounted on the shaft, and operatively connected with the engineers brakev valve, and the middle of said trigger elements being rigid with the shaft and operatively connected to said emergency air valve, means for selectively operating the triggers. y

6. A device of the character described including shaft hangers upon the locomotive, a. trigger shaft journaled upon the shaft hangers, a series of triggers loose upon `the trigger shaft, a trigger rigid with the trigger shaft, a series of corresponding track dogs adapted to successively engage the triggers, a rock shaft upon the shaft hangers, an operative connectionv between the rock shaft and certain of the triggers loose uponV the trigger shaft, a whistle, an air pipe leading to the whistle, a valve for the air pipe, a valve actuated lever applied to the valve, an operative connection between the said valvevactuating lever and the rock shaft, a valve operating shaft having an operative connection with the engineers brake valve for causing a service application of the brakes, a crank arm upon the said shaft, an operative connection between. the crank arm and the other loosetriggers, a branch pipe leading fromvthe train line pipe, a valve for the branch pipe, a valve operating lever appli-ed to the said valve, and an operative connection between the said valve Mirra iie operating lever and the trigger Shaft 'for opening the valve to cause an emergency application of the air brakes when that trigger which is rigid with the trigger shaft is operated, the said triggers and the Operating connections therewith being arranged to provide a sequential operation of the whistle, the Service application of the brakesj and the emergency application of the brakes.

In testimony whe 'eef I hereunto aiiix my sigi'iature in the presence of two witnesses.

CHARLES H. HARRIS. Vitnesses:

M. L. VVENRICH, H. HOOVER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

